Engineer&#39;s brake-valve.



.110. 885,601. PATENTF-D APR. 21. 1908.

J. P. GAULT. BNGINEERS BRAKE VALVE.

Q APPLICATION FILED SEPT. 9. 1907.

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No. 885,601; I PATENTED APR. 21, 1908.

' J. P. GAULT.

ENGINEERS BRAKE VALVE.

A PPLIOATION rum) SEPT. e. 1907.

" ZSHEBTS-SHEET z Euucutm' UNITED STATES PATENT orrjron JOSEPH P! oAUL'r, or LOUISVlLLE,'KENTUOKY, AssIQNon or ONE-THIRD 'ro WILLIAM PHILLIPS, or LOUISVILLE, KENTUCKY.

ENGINEERS BRAKE-VALVE;

Specification of Letters Patent. Patented April 21, 1908 Applieation filed September 9, 1907. Serial No. 391,984.

Brake-Valves a'ndl do declare the following to be a full,- clear, and exact description of the invention, such as will enable-others skilled in the art to which it appertains to make and use the same, reference being had.

'to the accompanying drawings, and to the letters and figures of reference marked thereon, whichform a part of this specification.

'My invention relates to fluid pressure airbrakes and more particularly to engineers brake valves and parts used in connection therewithin the brake system.

It has for its object to improve the construction of the'engineers brake valve so as to be capable of a wider range of application than heretofore and in a simple. and ellicient manner, and to combine the same with certain parts so as to obtain a mode (if-operation that will give the engineer better control over the engine as well as over the train brakes, and under more conditions than-pre- 'viously.

To the accomplishment of the objects which will be hereinafter more in detail specified, the invention consists in features of construction and in arrangement andrombination of parts which will be fully set forth and then sought to be clearly defined by the claims, reference being had to the accompanying drawing forming a part hereof, and

1n which Figure l-is a side elevation partly in section, showing the relation of various parts; Fig; 2 a bottom plan view of the rotary valve of the brake valve with my improvements thereon add'ed; Fig. 3 is a plan View of the valve seat of an engineer's brake valve show ing the arrangementof various parts with changes over the ordinary valve;- Fig. 4 is-a plan and side view of the valve in the bottom chamber of the quick-release valve, and

Fi 5 is a cross section through the brake valve above the valve seat.

, The numeral 1 designates an engineers brake valve constructedgenerally in accordance with the 'well known Westinghouse engineers brake valve such for instance as illustrated in S. Patent No. 55ZA63 dated March '31., 1896ior other constructions of the same t'pe to which my improvements are applica le andwhich accordingly needs no detail showing and description of all the Westinghouse features of such type of valve although some of'the features may be shown to illustrate my improvements in relation thereto. Accordingly in Fig. 2 of the drawing, there is shown the'cavity 3, the through supply port 4 and the through port 5 which are substantially the same as corresponding parts in the Westinghouse valve, and also the port 16 which corresponds to the warning port of the \Vestingho'use brake-valve but'in a slightly changed'position and'which, when brake handle is in. full release position, acts to warn orcaution the engineer against over-charging the train line, while in Fi 3, which is a plan view of the valve seat, t ere is illustrated the cavity 6, the direct application and supply port 7, the equalizing port 8, the feed-port 9, the preliminary port 10. and thedirectapplication and exhaust ort 11 having the exhaust groove 12, w 'ch arts are substantially the same as in the Vestinghouse type of valve referred to, ex-

valve proper with a widened extension 14 at one end and at the other end with a lateral cavity 15. I also provide a feed cavity 17 fromwhich leads a feed cavity 18, and I further provide a feed cavity 19. Through these cavities main drum pressure is fed to the equalizing valve hereinafter mentioned in difi'erent )ositions of the valve. The cavity 19 is mainly for feeding main drum pressure on top of the equalizing valve piston through port 20 when the brake valve handle is in straight air release position. It however also feeds train line when the brake valve handle is in straight air application po-- sltion.

In the valve seat 1 form a through port 20 and also a through port 21. With the 9X- ceptions stated the i'u'ake valve is constructed as usual so that its several parts will op-. crate as ordinarily for the automatic application and release of the brakes so far as concerns the parts of the brake valve my improvements being intended to provide also for the use of straight air in the a plication and release of the cngine'and ten er brakes as supplemental to the automatic application and release of the brakes;

.20, in brake valve seat and connected at its "other end bya pipe 24 with theno'zzle or pipe "25 which leads to thernain reservoir or drum (not shown). a

The equalizing valve has a piston 26 carrying a valve 27, the seat 28 for which qis between the piston and the pipe leadin to the main reservoir or drum, and is former in a passage-way 29 from which runs the brake cylinder 1e 30 which is shown as having in itslength. a-reducing-valve 31. which may be the old styieof \Ves'tinghouse feed valve, the brake cylinder pipe extending to the brake cylinder of the engine and its tender. a

"From the upper portion of the equalizing valve, above its piston, a pipe leads to an automatiovalve 330i suitable construct-ion. This .valve consists preferably of a chamber 34 having diaphragm 35 hearing against a movable disk 36 having 'a hub 37 fitting movably in a casting 38 containing a spring 39 hearing at one end against the hub 37 and the tension of which may be regulated by a threaded nut 40 in the upper part of the eas ing so as to set the automatic valve to operate at any desired pressure. In the hub 37 fits a nut/l1 through which passes a valve stern42 between the head of which and the nut. 41 may be a yielding spring l3. These details however are not essential and. n'iaybe changed. The lower endof the valve stem 42 serves as a valve to, control the opening into a pipe 44 which leads to drum l5, and i romthe casing a trainv line piped? leads.

'Frorn'the port 21 in the brake valveseat a pipe 48 leads to the'upp'er part oftl'ie casing 49 of 'a'quick release valve which is divided horizontally by a partition 50, .the portion of;

said valve casing below the partition hein in communication by means ola pipe 51 with the brake cylinder pipe 30; in the upper art of the quick release valve casing a piston 52 the stem 53 of which passes through the partition and a suitable stufling hoxf 54 and carries a valve positioned in the lower cliainberof the casing. ,r'ifhis valve sled seating face .58 and controls an exhaustport in thevalvegcels- 111g 1ntended for the exhaust flUlli the engine preferably hasan apertured disk (.57, abov face which work in the exhaust POIElE 5t}.

With the parts Constructed 'as'described the equalizing valve chamber receives from the main reservoir or drum from the top of the rotary valve throughport :4, and

thence through cavity 6 in the valve seat and cavities l7 and 18 in the rotary valve and from thence through port 20 and pipe 23, While main drum pressure beneath the piston igs 5-?) below 'the 18 received through pipe 24 from the main drum nozzle or pipe 25. The quick release valve between its piston'and partition coin- Inunieates with the main drum pressure through pipe 48, port 21 in valve seat and cavities 1'7 and 18, in the valve from the cavity 6 in the seat only when straight air brakes are to 'bereleased; and the quick release valve belowits partition is connected through pipe 51, with the brake-cylinder pressure in the straight air brake cylinder pipe only when the straight air brakes areto be applied, said brake cylinder pressure being the pressure to WlilClLtllG main drum pressure has been reduced by the reducing valve 31.

The automatic valve above its diaphragm communicates with the train line pipe 47, and below the diaphragm is in communication through pipe 32 with the main drum pressure or air through the equalizing valve above its piston, pipe 23 and port 20 in the valve seat, when in running position, and when in strai ht air release position through the equalizing valve, pipe 23 and the cavity 19 in the rotary valve. The spring on top of the diaphragm is set at the pressure desired and so it will apply the straight air brakes automatically. When the train line pressure is reduced below normal or the pressure at which the automatic. valve spring is set, the main drum. pressure on the underside of the diaphragm will lift the valve from its seat and. allow the air which is on top of the equalizing valve to llow into the automatic druin faster than port 20 in the rotary valve seat can supply it, thus perinittingthe piston in the equalizing valve to be raised by the pressure beneath it so as (o lift the valve 28 from its seat, and pori'nit straight air to go to brake cylinder and apply the brakes on the engine and tenderf This also enables the 'ei'iginee'r'to release either the train. or the engine brakes without interfering with the other, thus. giving him. independent control of both. This'is made possible by the presence of tno automatic drum. li -hen the pressure in. this d ruin becomes equalizedwith that oi the main'drum, the piston in the equalizing valve seats/its valve and shuts off air-to the brake cylinder. I

in applying the brakes on the engine.- and teinlhr by raight air, the engineers brakehand moved to straightair applican or holding p'o"'tion. Phis. causes exif-y l5 iii-rotary valve. to register p t) in the valve seat, and allows the air o'ntoplolithe equalizingvalve pliit Qll to escape to atmosphere through the exhaust U 13 in the rotary valve and cavity 12 in the alve seat, thus permitting the piston to be raised and allowing air to rush through pipe ii) to the rr-iducing valve 31 wherein it is reduced to the pr ure at which braking is being reflected and from whence it passes tov the brake cylinder, and also into the bottom of the quick release valve, closing .'-tl 6 j-". V 8f,lV0 therein, and thus applying the "Brakeson engine and tender by straight ain.

-I f tl le ;brakes are to be applied automaticlily-the brake-valve handle is moved to serv .ice'sto'p position which brings exhaust cav- ,1ty15 of the rotary valve into registeriwith ,the preliminary." port 10 in the valve seat '10 W i equalizin piston'in the brake-valve.

IIfthe rakes are to be a plied in emer- 1 -gency,- the brake-valve hanc le is moved to emer ency positlion,'whereupon the wide end of e aust cavity:13 in the rotary valve uncovers port'20 in the valves'eat and the air on top of the, piston in the equalizing valve escapes to atmosphere through the exhaust cavities Band 12 and exhaust port 11 thus permittingthe equalizing'valve piston to be go to the engineand tender brake-cylinders. his also brings in thewell known emergency features of the automatic action in the West- 5- -inghouse engineers brake" valve. Accordinglly there is a straight-air application of dbl-a e automatic a plication of the train brakes, the [first application being to the engine and go then to the train brakes.- 4

In releasing. the brakes, if the engine or straight-air brakes are to be released, the brake-valve handle is moved to straight air release position, which brings feed cavities "5' 517 and 18 of the rotary valve into communiscationzwith port 21 of the valve seat where- -u' n 1 main' drum pressure 'is conveyed f t rough pipe48 to the'quick release valve 49 "and'passin' undei piston head'52 raises-the istonend ifts the valve so that the exaus tport 5.6 is opened and air in the engine and tender brake cylinder permitted to escape through the brake cylinder pipe and the lowercharnber of. the quick release valve, thus releasing the engine brakes'.' At the Y same time the cavity 19 in the rotary valve face connects with port 20 in the valve seat iand feeds the equalizing valve above the' piston andholds its valve on its seat,: thus cutting off imam drum pressure in this straight air releaseposition of the parts. i

' To release the train or automatic brakes,

jthe-ibrake valve handle is moved to full release or runnin position thus bringing into '55 action the well Imown Westinghouse'feature an'd'releasing the brakes'if At this time the feed cavities 17 and ISof-the. rotary valve communicate W th port20 in the valve seat and main reservoir pressure is fed to the top 3 of the pistonin the equalizing valve chamber, thus preventin the assage of air to the en ine'and ten er bra e cy indeifs. nder the construction described,-to'release brakes on engine and tender and hold them on train, niovethe brake-valve'handle 'permits the air to exhaust from off the .release of .straig it air on t raised by the pressure beneath it and air to s on; the engine and tender, and an- 'plied-to-other types; and while I have illustrated-the preferred construction and arquicklyto straight air release position; to release on train and'hold on engine and ten der, move the brake-valve handle to running position, or full release.

It is also to be noted that under the invention, the hrakeso'n the engine and tender can be applied and also be released independently of t e train or automatic brakes; that the brakes on the engine and on the train can be applied together, or one independently of the other; that independent'control of the engine and the train brakes is obtained; that there can be a radual ap )licationand also he engine brakes; that the brakes can be applied on engine and train, and the brakes on engine released while holdin them on train,-or they can be released on t 1e train and held on engine and the trainline recharged with air; that the engine and tender brakes can be applied first, and then the automatic be applied, or the automatic can be ap lied first and then the engine and tender rakes ap lied, by

' moving the brake-valve handle to t 1e proper position; or if desired both the en inc and train brakes can be ap lied at tie same time by moving the bra e-valve handle to emergency position; and that the=same braking power can be had in the engine and tender cylinders at all times regardless of piston travel and other conditions. The fore 'om re ulres no more than one, brake- 'valve handle which when moved to the proper positions makes it possible to. obtain the differentloperations specified.

While I have taken the well known Westinghouse engineers brake valve as illustrative of the a plication of my invention yet I am not con ned thereto where it can be aprangernent of the various parts embodyin the invention yet it is to be understood thatam not confined thereto so far as concerns the main or essential features of the invention. Having described my invention and set forth its merits, what I claim is 1 In an engin'eers brake valve formed with ports and passages for the application and release of air to and'from the train line,

of a valve for cont-rolling. the flow of main reservoir pressure to an engine brake cylinder, said valve having communication on one side with the main reservoir pressure and on the other side withsaid reservoir through a port in'the brake-valve, said valve" being controllable from the engineers brake-valve to reduce the main reservoir pressure on one side to permit full main reservoir pressure to pass from the other side for strai ht air ap- 25 plication of theengine-br'akes, substantially as described.

2. In an cngineers brake valve formed with ports and passages for the application and release of air to and from'the train line, 130

of a valve controllable From the engineers valve lor straight air application oi the enginc brakes and a second valve controllable irom the engineers valve for the application ol main reservoir pressure to release the engine brakes, substantiallv as described.

2%. In an engineers brake valve, formed with ports and passages tor the application and release of air to and trout the train line, of a valve controllable from the engineer's valve for straight air application of the engine brakes, the ports and passages for the train line air and those for straight air application of the engine brakes being so arranged.

in relation to each, other, that in emergency position the. straight air is applied tot-he engine brakes and the train line air exhausted, substantially as described.

In an engineei"s brake-valve formed with ports and passa es for the application and release of air to and from the train line, oi. a quick release valve connected. with a brakecylinder pipe and with the brake-valve,

said brake-valvehaving a port for the pasthe equalizing valve to seat the valve and cut-oil: straight air from the brake-cvl ind er in release position, and tor the exhaust ofair iron] the same race of the valve to permit main reservoir pressure on the other side to unseat the valve and pass to the brake cylinder in straight air appl' :ation ot the brakes substantially as described.

6. In .comhiml-titm with an engineers brake-valve termed with ports and passages for the il])])ll('til0i1 t'l'l(l release of airto and from the train line, of an equalizing valve connectedwith the brake-valve, with main reservoir pressure and with straight air brake cylinder, and an automatic pressure con trolled valve connected with the train line, with the equalizing valve chamber, and with an automatic drum, substantially as and for the purpose; described.

7. In combination with an engineers' brake-valve. formed with ports and passages for the application and release of air to and from the train line, of an cqualizing'valve having communieath 11 onone face with main reservoir pressure through the ln'ake-valve 1 and on the other face in (JOINIlllllilttttltili with.

main reservoir pressure and with straight air 5 brake c;\linder. and a quick release valve connected with the straight an brake cvlinder, and with the bral c-valve to receive 3 l l i in presence two main reservoir pressure through the same for releasing air from the straight air brake cylinder in straight air release of the brakes, substantially as described.

In an engineers brake-valve the combinatirm with a seat formed with a port for supplvin g main. reservoir pressure to "an equalizing valve and a port for s-npplying main reservoir pressure to a release valve; of a rotatable valve having passages to register with each of said ports in the valve-seat respectively, for feeding main reservoir pres sure thereto, substantially described.

9. In an engineer's brake valve the combination with the valve seat formed with a port to communicate with an equalizing valve controlling straight air application to an engine brake cylinder and having an exhaust cavity leading to atmosphere, of a rotatable valve having a passage to communicate with the said port in the seat and an exhaust cavity to connect it with the exhaustcavity in the seat for exhaust of air from the equalizing valve in straight air application of the brakes, substantially as described.

10. In an engineers valve the combination with a valve seat having a port to communicate with an equalizing valve controlling straight air application of the engine brakes, said equalizing valve having main reservoir pressure on both sides, an exl'iaust cavity and exhaust port leading to atmosphere, and

a port to con'ununicate with the train line, of a rotatable valve formed with an exhaust. cavit'v to ,con'nnunicate with the port in the valve seat, which conununicates with said equalizing valve for reducing main. reservoir pressure on that side of the valve to permit full main reservoir pressure to pass from the other side oi the valve, and means to estab lish communication between the train line and an exhaust port for automatic application of the train brakes, thus permittil'ig straight air application of the brakes to the engine and automatic application of the train line brakes substantially as described. l l. In an engineers brake valve the combination with the valve seat formed with a port communicating with an equalizing valve controlling straight air application of the engine brakes, and a port to communicate with a quick release valve, of a rotatable valve having a passage to Feed main reservoir pressure to the port in the seat leadiiig to the quick. release valve, and a passage tofeed main reservoir pressure to the port leading to theequalizing valve, thus permitting quick relea 'e of the straight a ir' brakes, substan- "t rhv st'le'scribed.

"In testinionv whereof .l. afiix 111v si nature x t u 22 witnesses.

JOSEPH P. GAULT. lVitnc-cses:

J. B. Wanna, II. J. Utomv'on. 

